Automotive self-actuated variable transmission



14, A. C. PETERSON 1,778,604

AUTOMOTIVE SELF ACTUATED VARIABLE TRANSMISSION Filed Nov, 11,1927 2 Sheets-Sheet 1 Oct. 14, 'l 930. A. c. ETERsoN 1,773,604

AUTOMOTIVE SELF ACTUATED VARIABLE TRANSMISSION Filed Nov. 11, 1927 2 Sheets-Sheet 2 Patented Oct. 14, 1930 v UNITED s'ra res ADOL PHE C. PETERSON, OF MINNEAPOLIS, MINNESOTA AUTOMOTIVE SELF-ACTUATED VARIABLE TRANSMISSION Application filed November 11, 1927. Serial no. 232,615

My invention relates to transmission means and simple in control. An object of my invention is to prov de a variable transmission 7 means particularly adaptable to use in automotive vehicles which shall beeasily controlled, which shall be as to the principal function self-actuated, which shall he of such type that it may be readily applied to use in the transmissionline of automotive vehicles, which shall be preselective, which shall be quick in action, which shall enable an inex perienced operator to make transmission changes under any conditions of service rapidly and without .difliculty, and which shall in general be an improved simple form of variable transmission means.

7 1n the accompanyilg drawings which illustrate my invention like characters refer to like parts throughout the several views. The principa-l devices and combinations of devices comprising my invention are as herein after described and as defined in the claims.

Referring. to the drawings: Figure 1 is a view: in vertical section through the axis of th principal transmission sha'ftsof my device and through the axis of a related clutch andengine crankshaft, this view showing some parts in full side elevation. 7

Figureil is a view in vertical section on the line IllI of Fi ural this viewbeing a section through the direct drive engagement means. It is noted that a section through the engagement of either of the lower drive gears willbe, as to the engagement means substantially similar.

'12 each ofwhich is rcvo Figure 3 a section on a vertical plane on line IIIII-I of Figure 1, through the reverse idler or gears and showing diagrammatically the relation of the gears with which the reverse gears cooperate under the reverse drive.

Figure 4 is a section on the line IV-IV of Figure 1 showing the transverse section of the control means.

Figure 5 isa section similar to that of Figure 2 showing modified form of engagement means.

Figure 6 is a protracted view of the exterior face of the cam drive shaft at location of'the control steps.

Referring again to the drawings, the numeral 1 indicates a transmission case wherein are revolvably mounted the principal driving elements of my'device. On a horizontal axis in the upper part of the transmission case there is revolvably mounted by a bearing 2 at its forward end a main shaft 3 which latter is of tubular construction as shown except at its rear end which is solid as shown and is revolvable within a driven or propeller shaft ies a bearing. The driven. shaft a: is revolvablv n'iountedin the bearing 5 and has formed integrally with it or secured to it a relatively large spur gear 6 and immediately in frontof the spur gear 6 a direct drive drum or hell 7. The direct drive drum 7 is revolvably mounted in. rollers as a bearingthe rollers being mounted within the outer race 9 the latter secured or fixedin bracketsv 10.

The main shaft 3 has forwardly of the direct drive drum 7 in order an intermediate drive spur go 11 and'a low drive spur gear 'ably mounted upon the main shaft as a b ing, collars 13 being provided between the spur gears to separate'the gears andlreep them retained in their relative positions. The collars may be shrunk on the main shaft otherwise secured to the main sh af (It is he no d here that the spur gears 11 and maybe mounted by ball or roller hearings on the main 9o g so the second ary shaft to revolve constantly with it and the shi't'tahlc spur get 1' 1G he'ng shift ahlc axially on the 'ondary shaft 17 out re- \olvahle i h the secondary shaft through a key 8 .lidahle lally in the l'cy-v iv 19. lhc shittalile spur g'ea r 16 in inc shown in Figure na ion, that es the spur r 3 directly and in its 'tion may be engaged with a reverse idler 4.0 the latter being; fixed to drive a smaller ur gear 21 and through the latter to drive the spur rear 6 for re 'erse driving.

The shiftahle spur near 16 has collar; whereby it may lie shifted lay a yolc, manually. v

The main shaft 3 has revolvably mounted in it as a bfiitllllg. he bearing surfaces being at the for ard and rear ends of the main shaft. :1 'ani drive shaft 24. The cain drive shaft- 2-l has related to the direct drive d um 2" four cams and has related to the intermediate drive spur gear 11, four cams 26, and related to the low drive spur gear 1 four cains 27. The cains of each pair of cams as described, are diametrically loca ,ed on the exterior surface of the cam drive shaft 2%, the four cams 25 in the plane of the direct drive drum 7, the four cams 2G in the plane of the intermediate drive spar the four cares 27 in the plane 0:. the low drive spur gear 12. The direct drive drain 7 ll related to it two engzcincnt roll;

lever 23,

wi l.

e of the drum in slots as shown ii. the main shaft The intermediate drive spur gear 11 has re lated to it two en 'agenient rollers 29 located in the plane of the intermediate drive spur gear, and the low drive spur gear 12 has related to it two en 'agreinent rollers 3 in the lane of the low drive spur gear 12. The engagement rollers are och located in slots t as shm in the m n sh ft and are relativel each ro..ler under v fixed therein. 0

control acl' move radially va or inwardly a limited nce.

ct ive drain 7 has interior ,"i x {ar- 11 al'n't 1" m a LQO v r. Ll1(,1;1 'll)A( lave olive h nterior ratche drive teeth o rive spnr {rear .2 has inter A o s the ratchet drive teeth have inclined approaches 3, as shown, in order that when the respective direct drive drum, intermediate drive spur gear or low drive spur gear runs forwardly faster than the main shaft the tendency will be for the ratchet drive teeth to force the related rollers radially inwardly or not to he engaged by the rollers. he cant drive shaft in the plane of the va ions cains has a diameter (except as brokon by the cams) somewhat less than the circle circuinscribing the cams, that is so that the "face of 0am drive shaft in the respective engagement planes when t..c cams are not in their engagement position directly radial hin the related rollers will pcr-- Y wit. wit the (*Lllgdgtlllltfiltl rollers to move radially inwardly so hat no part of tho cngaigeincnt rollers then protrude without the circle circumscribed by the exterior face of the ma in shaft 3. and so that therefore under such conditions there will he no engagement of such en" cement rollers with the related direct drl ve drum or gears.

The cam drive shaft 24, rlthough revolvable in the main shaft 3 as a. hearing. is not constantly revolvable relative thereto, but only by progressive steps under the control action of two pairs of control steps of and 86 respectively. Each pair of control steps has one set of steps on one side and the other on the other side of the cam drive shaft so that the two control step sets of each pair are diametrically located oppositely on the cam drive shaft near its forward end. Each control step set of each pair ha three steps. 'lhe steps in each set of each pair of control steps are denoted accordingly to their con trol finiction A. B, C, A step of each es in each pair being related to low drive engagement, B step of each set in each pair lie ing related to intermediate drive merit and C p of each set in each pair lacing related. to direct drive engagement. The

szeps A, B, C of each set in each pair are located ro es: ively on the side of the r-nn drive shaf advancing forwardly around the cam drive shaft 24:. The steps are shown in thei reative location by Figure (3 which is a protracted view of the exterior face of the can. drive shaft at the location of the control steps. The face of the cam drive shaft recessed to form the steps as shown are so-called. advance passages D and also in the cam drive shaft in the rer shown.

re nain shaft 3 has located diametricaltwo slots 37. 38 running axially or p: rl. to the axis of the main shaft and within of two control lugs 01' posts 39, 40. o control lugs 39, 40 are fixed in or iorined integrally with a sleeve 41 projecting inwardly fron the sleeve, and they proltll) ject such a distance that they remain permanently in the passages formed'hy the control steps and passages D, E in the cam drive shaft, being shiftable therein however. The sleeve ll. has pins 42 fixed with it on the outer circumference, the pins 42 being trunnioned in a control yoke l8, the latter pivotally mounted on its lower end on pivot. l4 and being at its upper end engage ble on its opposite sides by two, strong leaf springs 45. The leaf springs 45 are fixed at their upper ends to opposite sides of a control lever 46- and on their lower ends are limited in their movement by the limiting block 4'? of the control lever 46, the action being such that the two leaf springs will always tend to move against the limiting block 47 between them but that either may be individually forced away. The upper end of the control yoke normally locates itself by the action of the leaf springs directly intermediate of the leaf'springs as they are limited by the limiting-block 47, the springs tending to move the oontrolyoke in either direction according to the location of the limit-- ing block 47 by its control lever out of its middle or normal position.

There is a slot 418 in the upper end of the control yoke and in this slot a release lever 49 is located, the latter having notches50 on its under side, the notches having such inclined sides that they- Will tendto locate the knife edge 51 of the control yoke be tween the sides of the notch. The notches are so positioned'that they willlocate. the control yoke in the position of-engagement of the control lugs 39, 40 in. position for engagement with either Asteps or B steps or C steps according to the control position of the control lever. The release lever 49 is liftable by clutch lever 52 as thelattcr is depressed for disengagement of the clutch. The clutch is formed by flywheel 53'on .engine crank shaft 54 and clutch disk 55., the latter being pressed in engagement normally by high pressure spring 56 and low pressure spring 57-. The clutch sleeve 58v when moved rearwardly first compresses high pressure spring 56 out of engagement and then in further movement 'rearwardly. compresses.

low pressure spring 57 by means of collar 59 out of engagement, so that in first declutchin ection clutch disk is relieved of majority of pressure and in last action is relieved of the remainder of the engagement pressure of the springs 56, 57 Therelease lever does not lift sufficiently to release the control yoke until the high pressure spring 7 56 is compressed out of engagement-or pressure against the clutch disk, but immediately thereupon before the low pressure spring is disengaged the control yoke 18" released. Further depression of the clutch pedal lever 52 entirely relieves the clutch disk of driv ing pressure, ofthe springs. The release lever notches may have suflicient depth to permit 'of the-requisite action or the release lever may be separately constructedbut acted upon by the clutch pedal lever 52 so as to accomplish the requisite action. The control lever 46 may be stationed by its handle and sector 60 in either control position. The control lugs andthe cooperating steps must be of such size and strength that they will take the driving torque of the engine upon the propeller or driven shaft, as further transmitted through either of the sets of engage ment rollers.

In the use or operation of my device, the operator places the shiftable spur gear 16 in either forward or rear position according to whether he desires reverse orforward driving action of the driven shaft. In the illustrations the engine crank shaft and the main shaft are driven in the anti-clockwise direction looking from the left of Figure 1. If the engine crank shaft is not driven by the related engine (not shown) the operator be fore permitting the clutch pedal lever 52 to elevate engagingthe engine clutch, places control lever l6 in position for any driving speed he desires, direct, intermediate or low drive, and the clutch being disengaged, the leaf springs will then force the control yoke into position whereby the control lugs are slidaxially to the position of engagement of the desired control steps, and the clutch being then engaged the engine crank shaft, through the clutch drives forwardly (antiolockwisely from left) the cam drive shaft 2% and the control steps predetermined'engage the control lugs and thereby the cams related to the selected drive are brought by the torque of the engine into position just radially within their related engagement rollers and when the cam drive shaft has been so much revolved the latter is blocked against further revolution relatively to main shaft by the control steps and the related rollers being protrudeil by the s the engagement rollers thus selectedengage the ratchet drive teeth related and thus the selected drive is engaged.

In the process of engagement the inclined approaches of the cams will gradually extrude the engagement rollers selected but'they will not be permitted to extrude or the cam drive shaft to sufficiently progress in its advancement until ratchet drive teeth related are in the correctposition for final complete engagement. If the unit selected to be engaged or driven is revolving faster than the engine crank shaft then theecam drive shaft will not catch up to its control step selected until'the engine speed becomes uniform with or so that torque is exerted. In fact this may under some constructions preferably be omitted in orderthat whenever the driven shaft is speeding faster thanthe engine the controllugs may fall back to a position of engagement of the low drive whereby braking action of the engine would then be provided. The cams for low drive may have such relative lei th that this is accomplished. The cams are or such length that at no time do the pairs of cams related to two drives come 'adially beneath their drives, their being sufficient distance circumferentially between the pairs or sets of cams.

By depressing clutch pedal lever to disengage the high pressure clutch spring the operator provides a slipping action in the clutch giving light torque to cam drive shaft and if the operator has then or then relocates control lever 46 the control lugs then slip to their new position of control and then the cam drive shaft will be permitted to ad vance to a new control position. in extreme forward or rear position control yoke provides low drive engagement, next position either forwardly or rearwardly provides intermediate drive and next position either for \vardly 0r rcarwardly provides direct drive engagement, and in next position either forwardly or rearwardly the control lugs slide through the passages D or E to the lon drive control step of the other pair of control steps. The control lever or springs may be otherwise controlled as by a rotatable t.

lt is to be noted that the rate et teeth may have on each side or on each approac i positive engagement similar to that on the one side as shown in order that under circumstances when the propeller shaft or driven gear runs faster than the drive shaft or engine crank shaft there will be no binding but the approaches in any case should be so formed as to obviate any binding. A dupli- 'ale pair of ratchet teeth, rollers and cam -ontrol may be provided in the low speed gears for braking effect but it is contemplated that. this may if desired be secured in the construtcion shown and particularly so it the ratchet teeth approaches are formed with this in mind. 'lhe step control is such that under any circumstances whenever the cam shaft is not driven forwardly at a speed or torque to create driving between or from the cam shaft, the control in may fall. back (there be ng no ratchet preventing reverse movement relatively) until the cam shaft is in the relative nosition whereby the cams related to low speed engagen'ient are in the active or engaging position. The control lever 46 may oscillate on a pivot which is substantially the same as the pivot of the control yoke although itis shown otherwise for simplicity in the illustration only. lVhile four cams are shown in each plane of engment, only two or one, but two preferably need be provided, tire control steps being modified accordingly. It is particularly to be noted that I show the device in its most simplest form for illustration and that other detailed devices may be used or other detailed combinations may be used in the realization of my invention. Particularly the device may embody a ratchet device as a roller or ball ratchet preventing backward movement relatively of the camshaft 24 relative to the main shaft 3.

What I claim is 1. In a variable transmission means, a driving element and a driven element, transmission sets each having engagement means, and adapted to transmit drive between the driv- .ing element and the driven element, a control unit axially within the transmission elements and adaptable to cause engagement by radial. displacement of any engagement means and movable by relative action between transmission elements, supplcn'ientary control means determining the movement of the control unit in stages, clutch means between. the transmission and a related engine, clutch control means and locking means correlated to the clutch control means locking the control unit against relative movement during full en gagement of the clutch means.

in a variable transmission means, a driving element and a driven element, trans-- mission sets each having engagement means, and adapted to transmit drive between the drivingclement and the driven element, a cor; trcl unit axially within the transmission elements and adaptable to cause engagement by radial displacement of any engagement means and movable by relative action between transmission elements, supplementary control means determining the movement of the control unit in stages progressively, clutch means between the transmission and a related engine, clutch control means and locking means correlated to the clutch control means locking the control unit against rela tive movement during full engagement of the clutch means.

3. In a. variable transmission, transmission sets each having engagement means, a drive shaft, a driven shaft, a control unit axially within the transmission elements and adaptable to engage either transmission set under movement relatively in the transmission by radial displacement of individual engagement means, means whereby the control unit is impelled relatively of a transmission ele ment, supplementary control n'leans permit ting the control unit to move to successive stages as controlled, clutch means between the transmission and a related engine, clutch control means and lOckino; means locking the control unit against relative movement during full engagement of the clutch means.

4. In a variable transmission, transmission sets each having clutch engagement means, a drive shaft, a driven shaft, a control unit having integral movement with the drive shaft, and adaptable to engage either transmission set by its clutch engagement means under movement relatively in the transmis sion and radial displacement of clutch engagement means, and supplementary control means forming clutching means between the drive shaft and transmission and limiting also the movement of the control unit relatively according'to the position of the supplel'nenta'ry control means.

5. In a variable transmission means, a drive element and a driven element, transmission sets each adapted to transmit drive between the drive element and the driven element, clutch elements individually related to each transmission set, a control unit adapted to be rotated by the drive element and adapted in individual relative positions to cause by radial displacement, engagement by an individual element of a transmission set in the drive on rotation by the drive element, and a locating unit adapted to determine the relative position of the control unit.

6. In a variable transmission means, a drive element and a driven element, transmission elements each adapted to constitute a driving element between the drive element and the driven element, clutch elements individually related to a transmission element, a control unit adapted to receive driving torque from the drive element, and adapted in individual relative positions to cause by radial displacement engagement by an individual clutch element of a transmission element in the drive between the drive element and the driven element, and a locating unit adapted to determine the relative position of the control unit.

7. In a variable transmission means, a drive element and a driven element, transmission elements each adapted to constitute a driving element between the drive element and a driven element, clutch elementsindividually related to a transmission element, a control unit adapted to receive driving torque from the drive element and adapted in individual positions'in its relative rotation to cause by radial displacement engagement by an individual clutch element of a transmission element in the drive between the drive element and the driven element, and a locatingunit adapted to determine the relative rotation and engagement caused by the control unit.

8. In a variable transmission means, a drive element and a driven element, transmission elements each adapted to constitute a driving element between the drive element and a driven element, clutch elements individually related to a transmission element, a control unit adapted to receive torque and adapted in individual positions of its relative rotation to cause by radial displacement, engagement by an individual element of a transmission element in the drive between the drive element and the driven element, and a locating unit adapted to determine the relative rotation and engagement caused by the control unit.

9., In a variable transmission means, a drive element and a driven element, transmission elements each adapted to constitute a driving element between the drive element and a driven element and each having related individually to it a clutch engagement means, a control unit adapted to receive torque and adapted in individual positions relatively to cause by radial displacement engagement by a clutch engagement means or" a transmission element in the drive between the drive element and the driven element, and a locating unit adapted to determine the relative position of the control unit and the engagement caused by the control unit.

10. In a variable transmission means, transmission. clements each adapted to constitute a driving element transmitting drive to a driven element, a torque uni-t adapted to receive driving torque from a driving engine, and clutch elements individually related to a transmission element, whereby the torque unit is adapted by radial displacement of individual clutch elements to engage either of the transmission elements in accordance with the determination of its relative position by a locating unit. 1

11. In a variable transmission means, transmission elements each adapted to constitute a driving element transmitting drive to a drivenelement, individual engagement means each related to a transmission element and adapted to engage that transmission in the drive to the driven element, a

torque unit axially or n ansmission elements adapted to IQCGIVG'ClIlVIDg torque from a driving engine and on rotation bythe driving engine to contact with and cause engagement of either transmission element through radial displacement of its individual engagement A drive element adapted to receive driving torque'irom an engine, a control unit receiving torque from the drive element, transmission elements in axial alignment witl the control unit, individual clutch engagement means each related to a transmission element and adapted by radial displacement to engage that transmiss on element in the drive toa driven clement .id a locating unit adapted to deterinine the relative loca tion ot the control unit relative to t" individual clutch engl merit means for the determination of the engagement of the uO Iltrol unit through an individual clutch engagement means with a transmission element.

13. A drive element adapted to receive driving torque from an engine, a control unit receiving torque from the drive element, transmission elements i a axial alignment with the control unit, individual clutch engagement means each related to a transmission.

element and adapted by radial displacement to engage that transmission element in the dr' to a driven element, a locating unit having a series of control steps each adapted to dct nine the relative location of the control unit to the lfl(,t1.'l(lll;tl clutch engagement means for the determination of the engagement of the control unit through an individ ual clutch engagement means with a transmission element.

14-. A drive element adapted to receive driving torque from an engine, a clutch between the drive elen'ient and the engine, a control unit receivingtorque from the drive element, transn'iission elements in axial alignment with the control unit, individnal engagement means each related to a transmission element and adapted to eng a e that transmission element in the drive to a driven element, a loeating unit having a series of control steps each adapted to determine the relative loca tion of the control unit to the individual engagement means for the determination of the engagement of the control unit through an individual. engagement means with a transn'iission element, a manual selection unit having vieldable means interposed between it and the locating unit for the vieldable movement of the locating unit, and a releasing means correlated with the clutch between the drive element and the engine for the restriction of movement of the locating unit by the yieldable means except on partial or full disengagement of the clutch between the drive element and the engine.

15. In a variable transmission, transmission sets each having roller engagement means, a drive shaft, a driven shaft, a control unit adaptable to engage either transmission set by radial displacement of its roller engagement means under movement relatively in the transmission, and supplementary control means forming clutching means between the drive shaft and transmission and limiting also the movement of the control unit relatively according to its location.

16. In a variable transmission. transn1ission sets, a drive shaft, :1 main shaft, a driven shaft, roller engagement elements related to each transmission set and adapted by radial displacement to form engagement between its related transmission set and the main shaft, cams upon the drive shaft adapted successively to locate the roller engagement means in eng aement position and supplementary control means forming e w ement between the drive shaft and main shaft in successive positions. 0

17. A drive element adapted to receive driving torque from an engine. a control unit receiving torque from the drive element, transmission elements in axial alignment with the control unit, individual clutch engagement means each related to a transmission element and adapted to engage that transmission ele- 

